Vehicle suspension



- June 22, 1937. s. c, COLEMAN VEHICLE SUSPENS ION '7 Sheets-Sheet 1 Filed Sept. 25, 1934 DOo June 3 s. c. COLEMAN VEHICLE SUSPENSION Filed Sept. 25, 1954 'T Sheets-Sheet 2 June 22, 1937. s. c. COLEMAN 2,034,320

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June 1937- s. 1.. c. COLEMAN 2,084,320

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Patented June 22, 1937 UNITED STATES PATENfTfj;oF FlCE VEHICLE SUSPENSION Stephen Leonard Chauncey Coleman, Fredericton, New Brunswick, Canada Application September 25, 193 sci-a1 No. 745,463 s Claims, (01. 2804-124) This invention relates to spring suspensions of the same general broad principles 'as'setforth in applicant's ReissuaPatent N0."18,177 dated Sept. 8. 1931 and copendirig application Ser. No,

691,231 filed Sept. 27,;19 33; but in the instant invention various improvements are set forth and the design is better calculated to Secure the ut-' most advantages from "the principles involved.

The broad object of the invention is to combine a spring suspension of the type herein described, with independently sprung wheels, arranged ln such a manner that the tread width between the wheels on the ground measured at right angles to the vehicle frame will always rels main constant.

A further object is to greatly increase the flexibility under one wheel action, at both the front and rear end of the car, while at the same time the stability against rolling is very greatly in- 30 creased, and movements due to centrifugal force whenrounding curves are eliminated by having the longitudinal rolling axis pass through the center of gravity of the sprung weight of the vehicle. Another object is to ensure approximately equ vertical thrusts of little force, against the side rails of the frame under one wheel rise at both the front and rear axles, so that the body of the vehicle will not follow either the front or 30 rear wheels under lateral tilts of the road, but

will tend to remain level.

A further object is to equalize the load on the wheels on each side of a car at all times, and thus improve the traction and also eliminate the heavy twisting stresses usually set up in the the laminated leaf springs from torsional strains,

and to maintain equal pressure on every side of the coil springs.

Another object is to eliminate high frequency vibration and resonance by the use of suitable in- 5 sulation at points of contact between the running gear and frame, eliminating metal to metal contact.

Another object is to provide aspring suspension with dual characteristics, giving extreme 50 flexibility on the first part of the spring suspension stroke, with sumcient resistance on the last part of the stroke to prevent frequent bottoming. A still further object is to provide a spring suspension with springs in series, having widely 65 different degrees of flexibility so that it is impossible to have them both at the'same time symphronizewith the road undulations, and thereby-to provide a more comfortable and safer car to drive. I

Generally-stated the improved spring suspension comprises front and rear semi-elliptic transverse laminated leaf springs, on top of which at their centers in each instance, is mounted a coil spring, each coil preferably enclosing a pair of telescoping tubes, the lower tube being secured to the leaf spring, while the top tube is surmounted by a ball and socket joint, through which it is attached ito the vehicle frame. spring in this combination tends to hold the tubes extended in'relation to each other, and supports the weight of the vehicle in series with the leaf spring. The coil and leaf spring are preferably arranged at an angle to the vertical plane in such-a way that the angle increases under spring stroke. The front and rear spring-suspensions are identical in all respects except as to dimensions' and degrees of flexibility. y

In combination with these main springs are'two spring steel torsion rods arranged transversely of the frame, one near the front end and the other near the rear end of the car. The ends of these torsion rods are mounted in free bearings in the frame and the outer ends of these rods are provided with fixed arms projecting forwardly in the same plane, the ends of said arms being flexibly connected to the running gear in a manner different from conventional practice, which will be 7 fully' described later herein.

Each of the ends of the transverse leaf springs is connected to the running gear by means of a shackle having a pivot pin joint at its lower" end and a ball and socket joint at its upper end, as is clearly shown in Figs. 1, 2, 3 and 4.

The front end of the running gear used in this instance in combination with the novel spring suspension herein described is a type commonly known as parallel levers, while the rear end, is broadly of the type called swinging arms. Both The coil types provide for independent wheel action, and

constant tread width.

Preferably, the hydraulic shock absorbers used in combination with this design will be built into the telescoping guide tubes inside the coil springs at each end of the car and in connection with the Figure 1 is a plan view of the complete assembly;

Figure 2 is a view in elevation and partly in section of Figure'l;

Figure 3 is a front end elevation of, Figure 1, showing the arrangement of the parallel levers, the leaf and coil spring and torsional stabilizer bar with its connections;

Figure 4 is a rear end elevation of Figure 1, taken on the section line 44. This view shows the leaf and coil spring of thesuspension, the two pairs of swinging arms which control the location of the rear wheels in relation to the longitudinal axis of the chassis, the torsionalstabilizer with its links connected to the running gear and the two live axles with their universal joints through which the wheels are driven:

Figure 5 is a diagram illustrating the novel method used to connect the torsional stabilizer with the running gear, at the rear end of the car; t

Figure 6 is a diagram showing how constant tread width is maintained by the use of parallel levers arranged with a short. one above and a long one below;

Figures 7 and 8 are enlarged detail views of the ball and socket shackle construction used on the outer ends of the transverse leaf springs;

Figure 9 is an enlarged detail view, in elevation and section, of the combined telescoping tubes and built in hydraulic shock absorber an cooperating coil spring;

Figure 10 is a partial plan view of the chassis. showing the front end thereof illustrating the steering gear and linkage as applied thereto;

Figure 11 is a view from the rear in elevation of the front end taken on the sectional line lili of Figure 10, many of the parts being omitted to show the steering linkage more clearly;

Figure 12 is a side elevation showing the steering gear box, steering column and pitman arm and their relation in the vertical plane to other parts shown;

Figure 13 is a. sectional detail view in elevation taken on the line l9-'-l3 of Figure 14, showing the ball bearing arrangement in the steering linkage carriage;

Figure 14 is an end detail view in elevation, of the carriage for the steering linkage, which carries the three ball joints connected by drag links one to each wheel and one to the pitman arm, as illustrated in Figures 10 and 11; I

Figure 15 is a detail view in side elevation of the steering linkage carriage with the square rod on which it travels and the fabric cover to exclude dirt and retain lubricant;

Figures 16, 17, 18, 19 and 20 are diagrammatic views illustrating the practical and theoretical operation of the present spring suspension construction.

Referring to the drawings in detail the present I invention comprises a chassis frame consisting of side rails l-l and a special arrangement of cross members to be more specifically referred to later. Mounted near the rear end of the frame are swinging arms 2, 9, and 4, I, carrying the road. wheels 9, 1 respectively on hollow stub axles, through which pass short live axles, adapted to be rotated by live axles 9, 9. These live axles 9, 9 are each equipped with two universal Joints i9, Ii, l2 and I9 respectively. Universal joints ii and I2 connect through a splined joint or its equivalent with the differential inside differential case l4, so that they can slide in and out to take care of the requirement for lengthening and 'on ball or roller bearings not shown. Live axles extend through these hollow stub axles andare connected on their outer ends to the wheels which they rotate. The inner ends-of these short live axles are attached to the outer ends of universalioints i9 and II.

The swinging arms 2 and 4 continue on back of the enlarged cylindrical sections l9 and 29 and provide extensions 2' and 4 respectively, which carry at their rear extremities, ball and socket Jointed shackles to be described later herein. The swinging arms 9 and I have at their outer ends forked extensions 2i, 22 and 22, 24 respectively which straddle the cylinders l9 and. 29 and are bolted thereto. The forward ends of arms 2 and 9 and the forward ends of arms I and 8 are fastened to transverse shaft 29 and 29 respectively by nuts 21, 29, 29 and 39. These rods 25 and 29 are mounted in bearing housings ll, 92, 93 and 34 carried by the frame. Preferred construction is to use rubber bushings for bearings, the rubber bushing being of a type having an outer and inner steel tube with rubber between them under compression, the bushings are pressed into the housings SI, 92, 99 and 34. This bearing assembly is completed by spacing tubes 95 and 49 placed with their ends in contact with the inner ends of the inner tubes of the rubber bushings. Shaft 25 is then passed through arm 2, the rubber bushing inside bearing housing 9|, spacing tube 35, rubber bushing inside bearing housing 92, and through the end of arm 9, and the whole assembly is tightened up by nuts 21 and 29, and

will oscillate as a unit on the rubber bushings. The assembly of the bearings andparts for arms 4 and 5 are identical with those just described for arms 2 and 3.

The swinging arms 2 and 4 take the drive of the car, the drive torque and brake torque, while arms 9 and 5 furnish great lateral support for the 7 wheels Sand 1. The bearings Ii, 92 and I9, 34 are quite a distance apart and give a long bearing for shafts 29 and 29 thus reducing the pressure on these bearings and the strains on the arms 2, 9 and 4, 5. The bearing shafts 29 and 29 are level and at right angles to the horizontal plane of the chassis, consequently the wheel rise is absolutely-vertical and the tread width constant.

The difierential case l4 instead of being carried by the axle is attached by two bolts I9 and it to a cross member I! of the frame, said case being provided with a squared top and having two bores running through it from front to rear, into which are pressed rubber bushings; through which bolts l5 and it pass, one of said rubber bushings ll being shown .in section in Figure 2.

Through the use of these rubber bushings there is no metal to metal contact between differential case l4 and cross member l'l.

Mounted adjacent the rear axles 9, and 9 is a transverse laminated leaf spring 99 having an eye on each end by which it is pivotally connected through bolts to shackles 99 and 99, these shackles and 39 being: in turn flexibly connected to arms 2' and 4' respectively by ball and socket joints. The detailed construction of these shackles will be hereinafter morefully described.

Mounted on top of leaf spring 21 and attached thereto intermediate the ends thereof, (Figure 2) is a circular plate 46 with a cylindrical tube projecting upwards therefrom. At the .upper portion of this tube and telescoping therewith is 5 another tube provided with a cap 41 having a semi-spherical recess adapted to receive a ball headed stud 48. This stud 48 is provided with a. nut 4| whereby the same is rigidly securedto an inverted cup-like member 42 supported betweenhorizontal channel members 48 and 44,

(Figure 1). The forward ends of these channel members 43 and 44 are secured to a crossv member I1 and the rear ends of said channel members are secured to a crossmember 45. A coil spring 48 is mounted concentric with the telescoping tubes and between plate 46 and cap 41, and tends to keep the telescoping tubes extended. This coil is in series with leaf spring 31. A more detailed illustration of this construction is shown in Figure 9, to be hereinafter more fully described. Re-

ferring back to the securing of the ball headed stud 48 to the cup-like member 42, it will be noted that there is no metal to metal contact between these parts and the details of this connection will be described later in conjunction with the detailed tion with the spring suspension at the rear end of the car. The construction of the spring suspension and its method of connection to the frame and running gear is substantially the same at the front end of the car, the only difference being in the dimensions of the parts and the arrangement of the front axle tubes and parallel links to provide clearance for the swinging of the wheels in steering and constant track width. These front axle tubes 49 and 58 are pivotally connected at 4" their outer ends to vertical members 5| and 52 respectively (Figures 1, 2 and 3). Secured to said vertical members 5| and 52 by studs 53 and 54 and bolts and nuts 55, 56, 51 and 58 are plates 59 and 68. These plates each have integral therewith a boss projecting toward the wheels adapted to receive the king pins BI and 62 on which the front wheels swing in steering. Plates 59 and 68 have curved slotted holes for bolts 55, 56, 51 and 58, and by loosening these bolts and the studs 53 and 54 it is possible by a slight axial rotation of the plates 59 and 68, to give the king pins 6| and 62 any desired caster. Stub axles 63 and 64 carry the wheels 65 and 66, these stub axles have on their inner ends forks 65' and 66' respectively 'by means of which they are pivotally connected to the king pins 6| and 62. The top ends of vertical members 5| and 52 are pivotally connected to V shaped links 61 and 88 respectively, and the inner ends of said links are pivotally connected at 61 and 68 to the side rails I and I of the frame.

The forward or inner ends of axle tubes 49 and 58 are pivotally connected to the cross member 69 of the frame by bolts 18 and 1|. Rigidly connected to these axle tubes 49 and 58 near their 55 rear or outer ends, and projecting rearwardly therefrom are torque tubes 12 and 13, the rear ends of which terminate in cylindrical bearings pivotally connected by bolts 14 and 15 to cross member 16.

75 bolts 1| and 15 are also in line with each other in The pivotal axis of the bearings 70 around bolts 18 and 14 are in line with each other both planes, and the hinge axis of the pivot at the bottom of the vertical member 52 is aloni the line K. L. It is therefore possible to usepin points with rubber bushings at these points, whereas otherwise it would necessitate the use of universal or ball joints. It is necessary, in order to prevent binding, that the axis 0. P. (Figure 1) of the bearings 68' on' the inner ends of the forked link 68, be parallel with theaxis K. L. of tubes 49, 12 and similarly axis Q. R. of the bearings 61' on the inner ends of forked link 61 must be parallel with the axis H. I. of tubes 58', 13. and the axes of the pivotal bearings at the top and bottom of the vertical member 5| must be parallel" in both planes with the axes H. I. and Q. R... likewise the axes of the pivotal bearings at the top and bottom of the vertical member 52 must be parallel in both planes with the axes K. L. and O. P. to prevent binding under movement.

The forward or inner end connections 18 and 1| of the axle tubes 49 and 58, the rear end .pivotal connections 14 and 15 of the torque arms 12 and 13 and the pivoted connections 61' and 68' of the forked links 61 and 68 are preferably rubber hushed.

Similar to the rear end spring suspension, the front arrangement is provided with a transverse leaf spring 11 having eyes at each end through which it is pivotally connected by bolts to shackles 18 and 19. These shackles are hung on bail headed studs 8| and 82 respectively which are secured in bosses 83 and 84 mounted on top of and near the outer ends of torque tubes 12 and 13 respectively. Mounted on top of leaf spring 11 and attached thereto intermediate the ends thereof (Figs. 2 and 3) is a circular plate 85 with a cylindrical tube projecting upward therefrom. At the upper portion of this tube and telescoping therewith is another tube provided with a cap 86 having a semi-spherical recess adapted to receive a ball headed stud 81; this stud 81 is provided with a threaded portion and a nut 88 whereby the same is rigidly secured to an inverted cup-like member 89 supported between horizontal channel members 98 and 9| (Fig. 1). The forward ends of these channel members 98 and 9| are secured to a cross member 69, and the rear ends are secured to a cross member 92. A coil spring 93 is mounted concentric with the telescoping tubes and between plate 85 and cap 86 .which tends to keep the telescoping tubes extended, and this coil spring 93 is in series with leaf spring 11. A more detailed description of this construction is given later herein, with reference to Figure 9.

Co-operating with the complete spring suspensions to secure stability, and adjacent the rear and front axles, transversely of the frame, are two spring steel torsion rods 94 and 95 respectively, having their ends mounted in free bearings in the side frame members I. The torsion rods 94 and 95 have a pair of arms 96, 91 and 98, 99 respectively near their ends, rigidly secured thereto and projecting therefrom in the same plane. Arms 96 and 91 are flexibly connected by links I88 and IN with ball and socket joints at each end, to the center portions of transverse levers I82 and I83 respectively, the outer ends of these transverselevers I82 and I83 being pivotally connected at I84 and I85 to swingingv arms 2 and 4 half way between the wheel centers and the forward ends of said arms 2 and 4. The inner ends of transverse levers I82 and I83 are connected by swinging shackles I86 and I81 to the forward portion of the differential housing, which is connected to the frame. At the plane is greatly increased.

It will be noted that the point of attachment of links I08 and I" to axle tubes 49 and 55 respectively is approximately half way between hinge axis X. L. and wheel 55 and hinge axis H. I. and wheel 65 respectively.

The use of torsion rods of the type described for the purpose of stabilizing a car against rolling is common but in the present case through the method of hooking them up, very little flexibility under one wheel action is sacrificed, as will be explained later herein. In the present case the purpose of the torsion rods 84 and 95 is to take care of out of balance loading, and to resist any rolling impulse about the central-longitudinal axis M. N. of the vehicle.

As nearly all the weight of the car is sup- P rted on the ball headed studs 40 and 51 at the top of the main spring suspension at each end of l the car, the natural rolling axis is along the dotted line M. N. For the sake of stability and to prevent any movements around this axis M. N. due to centrifugal force when rounding curves, it is desirable to have the rolling axis M. N. pass through the center of gravity of the sprung weight of the car.

In Figure 2, it can be clearly seen thatthe spring assembly both front and rear, is mounted at a considerable angle to the vertical plane, and because the spring assembly is connected to the frame at its top by a ball joint, and at its bottom to the running gear by balljoint shackles at each end of the transverse springs, when wheels 6 and 1 rise and compress the spring assembly the angle of the spring assembly to the vertical In this regard the front end spring assembly is mounted in the same way. The purpose'of the angular mounting and its operation will be hereinafter more fully described.

Referring to Figs. 7 and 8, there are shown two detail views in elevation of the shackles 38, 39, I8 and I9, as used in connection with the spring assembly illustrated in Figs. 1,2, 3 and 4. These shackles'comprise side links II II and III having cylindrical projections at their upper ends adapted to receive co-operating plates H2 and H3, said plates so formed as to provide a spherical hollowed space between them at their intermediate portions to accommodate a ball II4 formed on a shank II5, the same being the medium by which said shackle is attached to the arms 2' and 4' and bosses 53 and 84 on torque rods I2 and 13, in the assembly as shown in Figs. 1 and 2.

The plates H2 and H3 are held together by nuts H5 and II! threaded on theupper cylindrical ends of the parts or links I III and I II. The ends of the transverse springs 51 and 11 are placed between the side links H and I II of each shackle and pivotally connected therewith by a bolt or the like passing through the holes H8 and H9 near the bottom of saidplates H0 and III. The spherical parts of the plates H2 and I I3 are cut away as at I20 and HI to allow shank II which is integral with ball II4, to have ample clearance and permit a considerable free movement of the bottom end of the shackle in any direction.

Boththe front and rear spring assembly 11 and 93 and 31 and 48 respectively, have a telescoping connection between the leaf springs and the frame of the car, which also forms a suitable mounting for the coil springs and a housing for the built in shock absorbers as will be noted upon referring to Figure-9 of the drawings.

In Fig. 9 is shown a sectional view in elevation. the center of the telescoping members connecting the leaf spring with the frame, also the coil. spring audits mountings and a built in hydraulic shock absorber. The front and rear. spring assembly and co-operating parts are identical, but

for the purpose of this description the parts in connection with the rear end suspension will be described, the reference character 21 representing the rear transverse spring. Secured to this leaf spring is a circular plate 45 which is firmly secured to leaf spring 31 by U clamps I22 or like means. boss I24 to which is threaded a steel tube- I25, having a flanged base I24 which screws down tight with tube I25 against a seal washer I21.

Telescoping with a close sliding fit around the outside of tube'I25 is tube I25, to which is secured by threads a top member or cap I29. This cap has an annular flange I20 which forms a seat for. the coil spring 45, and is further provided with a recess in its top center forming a seat for a ball I3I carried by the shank 40. Aninserted bearing surface I22 for ball III is arranged within the recess and this insert together with the ball I3I are locked in position by a ring I22 shaped to fit the top part of ball I3I and threaded into the cap I28. A locking ring is provided to prevent ring I32 from moving, said locking ring I34 being constructed with projecting lugs I35 and I36 engaging in recesses I21 and I38 in the ring I33, said locking ring I34 being secured to the upper face of cap piece I 29 by screws I39 and I40. Shank 40 of ball I3I is provided with a shoulder I4I above which is placed a round washer I42 which in turn carries'a circular plate I43, and between this plate I42 and the inverted cap-like member 42 (see Fig. 2) is placed rubber or similar insulation I44, and above the member 42 is placed like insulation I45. This is sur-- mounted by a steel cap saucer like member I45 and above that is a steel washer I41, all of said parts I42, I43, I44, I45, I45 and I4! being held in of the leaf spring, which are set at an angle for the purpose, a self centering effect to-the spring assembly and chassis frame.

In the present instance the interior of the telescoping tubes I25 and I28 contain in effect, a built in hydraulic shock absorber. Tube I25 has a cylindrical member I50 threaded thereon and the outer upper portion of this cylindrical member I 50 has a sliding contact with tube I28, said Plate 45 is provided with a cylindrical outer upperportion being formed with two an nular grooves, the top groove carrying an oil wiping ring I 5| similar to those used on the pistons of a gas engine, and as it travels up and down it wipes the surplus oil from the inside wall of tube I25 and returns it to the reservoir in the center of the cylindrical member I54 through ports I52 and I52. The lower annular groove carries an ordinary compression piston ring I54. A circular sealing gasket I55 is provided between in the. bottom of the member I50. and has at-.

tached to its lower end a piston I58. This piston fits tube I25 closely and has a circular plate valve I59 which covers ports in the piston not shown. The valve is held'in proper location and guided by pins I60 and I6I, which slide up and down through holes in piston I58, the pins 15 having enlarged ends so that they limit the lift of valve I 59. A plate valve I62 identical in construction with the valve I59 is provided to control ports in the bottom of member I 50. Between valves I59 and I62 is a flat circular spring 20 I62 designed to ensure the closing of valves I59 and I62 when they are close together. In the center of tube I25 is small tube I63 the lower end of which is threaded into boss I24, and the upper end of this tube projects into, and is concentric 25 with tube I51 and there is a small clearance between the walls of these tubes. Both tubes I63 and I51 are perforated with small holes at regular intervals throughout their lengths. Concentrio with tube I63 near its bottom is a plate I64,

30 this plate being supported by a volute spring I65 seated in a recess provided in a boss I24.

There is a reinforcing circular end piece I66 for tube I28, and I61 is a circular felt gasket to ex-' elude dust. A felt gasket I68 compressed by a 35 contracting metal ring I69 is for the purpose'of wiping oil. any oil which may have passed the piston rings above, and I10 is a metal dust shield which is attached .to flange I26. In the top piece I29 is an oil duct I1I fed by a flexible tube I1I for charging and replenishing the shock absorber with fluid, and I12 is an overflow hole or port to prevent the overcharging with said fluid.

Referring to Figure 9, the operation of the 5 above described device is as follows. When the coil spring is compressed by a shock, the piston I 58 moves downward in relation to tube I25, the valve I59 is forced up by the pressure of the oil, and some of the oil escapes from in front of the 50 piston by passing through the ports in tube I63 and as the piston progresses downward the number of ports ahead of it become less, so that a progressive increase of resistance is obtained. If the shock is great enough to carry the piston 55 down into contact'with plate I64 the valve ports in the piston are covered, and the end of the cylinder becomes in effect a dash pot to cushion the last end of the stroke. On the return stroke of the piston upward, the valve in piston I58 is 60 forced closed by the pressure of the oil, so that the resistance on the up stroke is greater. than on the down stroke. Tube I51 to which the piston I 58 is attached also has a series of holes at regular intervals along its length, through which 65 oil escapes and flows back behind piston I58 when it is travelling upward. As tube I51 advances upward through the opening in the bottom of member I50, the number of holes or ports in'tube I51 left below said opening grow less, so again 70 there is a progressive resistance. When the piston begins its travel upwards the valve I62 is forced shut by the pressure of oil, and on the last part of the upward travel of the piston there being no escapement for the oil save leakage past 75 the piston, an oil dash pot effect is produced to prevent shock when the piston brings the valves I59 and I62 into contact. When this occurs it is impossible for the coil spring totravel further upward, so that its rebound is absolutely limited. The recess in the cylindrical member I50 acts as an oil reservoir for the shock absorber chamber proper, and when the piston I58 moves downward.

. valve I62 is sucked open and the oil from the reservoir replenishes the space behind'the piston,

thus preventing the formation of any vacuum. If a series of rapid small movements of the piston should take place when it is at the top of the compression chamber, there is between the two valves I 59 and I62 a circular flat spring I62 attached to one of the valves, whose office is to ensure that on these quick reversals of direction said valves are instantly closed. The constant movement of the parts will ensure proper lubrle cation by splash on the inside wall of tube I28 which telescopes with tube I25.' O11 collecting ring I5I will wipe 011 the surplus oil and return it to the reservoir through ducts I52 and I53. Piston ring I54 serves somewhat the same purpose, and the final wiping process is performed by a felt gasket I68 which is held tightly against tube I 25 by a contracting piston ring I69. Dust tube I10 insures the exclusion of dust and dirt from the oil coated surface of tube I25. The shock absorber is charged and replenished through tube V "I and its connecting duct in thetop or head piece I29. Tube I1I can be lead to any convenient location on the frame or -body,' and an overflow port is provided at I12to pre-' vent overcharging. After the head piece I 50 passes port I12 the air inside tube I28 is compressed, adding some resistance to the action of the shock absorber and increasing the speed of flow of oil past and behind the piston. It is note-' worthy that there is no chance of leakage in this shock absorber and there are no glands under heavy pressure to leak. Because of the large area of the piston, comparatively large valve ports can be made use of. This aids materially in preventing the changes oftemperature affecting the operation of the device.

In a chassis which makes use of independently sprung wheels as herein described, the conventional types of steering linkage usually employed with one piece axles will not work satisfactorily; therefore some type of divided linkage has to be employed. In Figures 10, 11, 12, 13, 14 and 15 is shown a novel type of steering linkage developed for the independently sprung wheel suspension as set forth in the instant application.

to brackets I11 and I 18 mounted on top of the chassis frame, the common axis in both the vertical and longitudinal planes of these pivotal connections being along the dotted line 0. 'P. The outer end of lever 68 is pivotally connected to the top end of vertical member 52. The hinge axis K. L. of the lower V-shaped lever 49, 12 is parallel with the hinge axis 0. P. of the upper V-shaped lever 68, and the pivotal connections at the top and bottom of vertical member 52 are parallel vided with a ball headed stud I 88 secured to I18 by nut III.

The construction on the opposite side of the car is identical, and with particular reference thereto-the axle tube 88 and torque arm 18 are rigidly connected together, and form in effect a V-shaped lever, and at their inner ends are pivotally connected to the lower part of the chassis frame by bolts 18 and 18, the common axis in 1 both the vertical and horizontal planes of'these pivotal connections being along the dotted line H. I. The outer end of the V-shaped lever 88, 18, is pivotally connected to the bottom of vertical member 8i. Lever 81 which is also V-shaped, is pivotally connected at its inner ends by bolts I82 and I 88 to brackets I88 and I88 mounted on top of the chassis frame, the common axis in both the vertical and horizontal planes of these pivotal connections being along the dotted line Q. R. The outer end of lever 81 is pivotally connected to the top end of vertical member II. The hinge 'axis H. I. of the lower V -shaped lever 88, 18, is parallel with the hinge axis Q. R. of the upper V-shaped lever 81, and thepivotal connections at the top and bottom of vertical member 8| are parallel with the axes of H. I. and Q. R. in the longitudinal and vertical planes. The vertical member 8| has rigidly secured to its outer side a plate 88 (Fig. 11) which has a boss carrying the king pin 8| and pivotally connected thereto through aforked end 88', is the usual type of stub axle 88 on which ismounted the road wheel 88. Rigidly secured to stub axle 88 is steering arm I88, provided with a ball headed stud I81 secured to arm I88 by a nut I88.

Mounted transversely of the frame and close 5 to cross member 82 is a square shaped guide bar of metal I88, (Figs. 10 and 11) whose ends are tapered oil! to form two ears provided with holes, by means of which with bolts and nuts I88, I88 and "I, IN, the guide bar I88 is 50 rigidly secured to each of the lower flanges of the side rails I, I, of the frame. Slidably mounted on the guide bar I88 is a carriage I82 which has below it and integral therewith a horizontally arranged metal shelf I88. Carried by this shelf 5 I88 are two ball headed studs I 88 and I88 secured thereto by nuts I88 and- I81 threaded onto the shanks of said studs, the balls on the ends of 1 60 able sockets on each end connects the ball stud.

I84 with the ball stud. I88 on the end of steering arm I18, and a tie rod I88 with suitable sockets on each end connects the ball stud I88 with the ball stud I81 on the end of steering arm I88. 65 A conventional type of steering gear 288 is bolted fast to the side rail I of the frame, a section oi the steering column being shown at "I and the gear is operated by the usualsteerlng wheel not shown. The steering gear is, constructed and 7 mounted in such a manner as to swing a pitman arm 282 back and forth in a direction transverse the frame. Carried by the forward part of shelf I82 and secured thereto by nut 288 is a ball headed stud 288 with the ball projecting upward 75 from shelf I88. A drag link 288 with flm lble socketsoneachendconnectstheballstud 288 on the shelf I88 of carriage I82 with a ball formed integral with-the end of the pitman arm 282.

It is now evident that when the steering'wheel is turned and swings pitman arm 282, that car-i riage I82 will be moved by drag link 288 along the guide rod I88 and as the carriage is connected by tie rods I88 and I88 through steering arms m and m with wheels is and u the wheels will be swung in the same direction in unison on king pins 8| and 82.

In order to move carriage I82 along guide rod I88 with a minimum of friction ball bearings'are employed. Figure 14 is an enlarged detail end view of carriage I82 and Figure 13 is an enlarged detail, partial sectional view .taken on the line I2-I8 of Figure 14. In Figure 14 it can be seen that the carriage I82 is formed of three parts 288. 281 and 288. .The guide bar I88 has cut in its top and bottoxnsides V-shaped grooves288 and 2I8. Directly above in part 288 and in line with groove 2I8 is a V-shaped groove 2I I, and directly below in part 288 and in line with groove 288 is a a V-shaped groove 2I2. Grooves 2I8 and 2 act as a raceway or trackfor a set of steel ball bearings 2I2, while grooves 2I2 and 288 act as a raceway or track for a set of steel ball bearings 2. In order to retain all the steel balls in their rela tive positions, cages 2I8 and 2 I8 are provided. These cages consist of flat metal plates the full size and shape of the section of the carriage I82 between which they are placed. The necessary holes are provided in these plates 2i! and 2I8 at the desired location for each steel ball, and these holes are slightly larger than the steel balls. The

three sections of the carriage 288, 281, and 288 are assembled with the plates as and2i8' and the steel balls in place and are securely fastened together by four bolts 2", III, 2" and 228, which pass down through all three sections 286,

281 and 288 and through cage plates 2I8 and ings set at the proper tightness no undesirable forward or aft movement of the lower shelf I88 cantake place. y

Figure 15 is a view in elevation from the rear showing the carriage I82 and guide rod I88, and a sectional view of the covering to exclude dirt and retain lubricant. 228 and 228 are loose fabric covers kept away from the guide rod I88 by light coiled springs 221 and 228 placed inside the fabric covers. The closed coils at each end ofthese two coiled springs are sewed fast to the ends of the fabric covers and are snapped into (Note 228 and 224 notshownindrawingsJ- grooves in the circular bosses-228, 288, 28I and 282. Two of these circular bosses 228 and 28I are fastened to guide rod I88, and the other two 288 and 282 are carried by the carriage I82.

As above stated, where composite axles are used, a special type of steering gear and linkage are necessary. To be successful it is essential that the arc of travel upand down of the ball I88 (Fig. 11) on the steering arm I18 be identical to the arc of travel of the tie rod socket attached thereto, otherwise the wheels will be pulled or shoved out of the desired line oi travel shown by the broken line K. L., and the ball joint I80 is in the axial line of the pivotal joint at the outer ends of tubes 49 and 12 connecting these axle tubes with the vertical member 52; consequently on up and down movements of the 0 wheel, the arc of travel of both the ball fast to steering arm 'I19 and its socket in tie rod I99, is the same along the are (R. S.). The tie rod I99 and the other parts on the opposite side of v the car'are located inexactly the same relation 15 .0 each other, so that the action is the vsame.

Moving away from the normal straight ahead position of the Wheels to the extreme lock, it will be found that I94 moves in a transverse direction to I94 and I80 moves in a transverse direction to I80. The are of travel of the socket on the outer end of the tie rod I98 is now along (E. F.), while the travel of the ball on arm I19 is along the are (T. 2.). 'It can be seen that within the working range of the wheel travel up and down, the divergence even in this extreme position is negligible. When a car makes a turn, the turning angle of the wheel on the inside of the turn must be greater than the turning angle of the wheel on the outside of the curve,

because the inside circle along which the inner wheel is moving is smaller than the circle described by the outside wheel. In Figure 10 it will be noted that this layout is ideal in this respect. Steering arm I86 swings the ball I81 on its outer end to point I 81 a change of 50 degrees, while arm I 19 has only swung ball I to I80 a change of 37 degrees. This difference in travel is correct for a car with 117 Thch wheel base. The relative amount of turning between the two wheels can be made correct for any given back and forth in a transverse direction and through the drag link 205, connecting it with the carriage I92, will move the latter back and forth on its guide rod, and as the carriage I92 is connected with the steering arms I19 and I86 by the two tie rods I98 and I99 it will move the wheels in unison with the, carriage I92. It can be clearly seen in the drawings that the tie rods controlling the wheels are at an advantageous tangent to the arc of travel of the ends of the steering arms, therefore less power will be required to move the wheels. Any change of camber which takes place in the front wheels under rise and fall is always inward (Figure 6). Consequently the wheels cant in opposite directions and any gyroscopic forces which may be set up in each wheel will be cancelled by the same force acting in the opposite direction in the other wheel. This fact combined with the perfect geometry should eliminate any possibility of shimmy. Through the use of the ball bearings in the carriage and the balancing of the forces acting on the carriage through the loca tion of the three ball headed studs carried by same, there will be very little friction and the steering will be correspondingly light.

The rate of flexibility of the spring suspension for motor cars is sharply limited in all conventional designs, because if it is too soft, it will strike'through often, and will roll badly on turns. In the present application a design is presented to overcome this limitation by the use of a dual suspension, comprising a coil spring mounted in series with a laminated leaf spring. The coil having a very low rate gives an extremely-soft ride, but its stroke is restricted by the amount of opening between its coils; and when this is taken up, the leaf spring takes all the remaining portion of the stroke, and being much stiffer than the coil spring, prevents frequent bottoming. Thus we secure a spring suspension suit.- able for either good or bad roads. controlled by other factors described later herein.

In addition'to increased flexibility of the spring suspension overall, in the present case, means has been devised to greatly increase the flexibility under one wheel action, while at the same time increase the resistance to rolling.

Referring to Figure 4, let us for the purpose 0 illustration, assume that the rate of the coil spring 48 is 250 pounds per inch of deflection, and the rate of the leaf spring 31 is 350 lbs. per inch deflection, then each end A and B would be 1'75 lbs. per inch of deflection. The spring assembly. is connected at the-top to the frame by a ball joint 40 and at the bottom by ball and socket shackles 38 and 39. If the spring rate of the leaf spring 31 is 350 lbs. and that of the coil 48 is 250 lbs. then 350 plus 250 divided by 2 equals 300 lbs., which is the mean rate of the two springs. As these two springs are in series with each other, the-amount of deflection of one has to be added to the amount of deflection of the other. To s'ecure the actual rate of the combined springs you divide 300 by 2 and the result lbs. per inch of deflection is the rate of the assembly overall,

Under one wheel rise, if a force of lbs, is applied to raise the end of the leaf spring 31 at 39, then portion A of the spring will be flexed one inch, and the assembly will swing on ball 40 and spring portion B will be also flexed one inch, and

point 39 will rise 2 inches. The spring 31 in this case acts as a 2 to 1 lever against the coil spring 48 therefore the pressure to flex the coil spring 48 is 1"75X2 or 350 lbs. and 350 divided by 250 equals 1.4 inches that the bottom of the coil will be raised. If a rise of 1.4 inches takes place at the center of the spring lever 31, the end point 39 will rise 2 1.4 or 2.8 inches. Add this to the first stated rise of 2 inches and we have 2 plus 2.8 or 4.8 inches of total rise for point 39 under an applied force of 1 75 lbs., and the actual rate of the spring assembly under one wheelrise is 175 divided by 4.8 or 36.4 lbs. per inch of rise. Therefore we have at the rear end of the car an overall rateof 150 lbs. per inch of deflection and a resistance under one wheel rise of 36.4 lbs. per inch of wheel rise, or in other words the flexibility under one wheel action is four times as great as it is under two Wheel rise- At the front end of the car we get the same effect.

As stated previously herein the leaf spring is connected to the frame of the chassis by telescoping tubes inside coil spring 48, the telescoping spring assembly being rigidly flxed'to leaf spring 31 and connected at its top to the frame, by the ball joint 40. These telescoping tubesare rigid against any movement except that of telescoping on each other up or down, and the swinging and socket shackles38 and 39 being set at a considerable angle to the vertical plane, any transverse movement of the leaf spring 31 would entail a flexing of the springs or raising the chassis frame. The assembly therefore gives a Rolling is I rise is V of 200 result fifty pounds resistance self-centering effect to the chassis frame. This same effect is secured at the front end of the car.

Referring to Figs. 1 and 2, as the ball and socket Joints and 81 on top of the rear and front end spring assemblies, carry a vast percentage of the load, it becomes evident that the rolling axis of the frame and body of the chassis would be the dotted line M. N. The vehicle being supported along its central axis M. N. on free ball and socket joints, it is clearly evident that the frame and body of the car will be relieved from heavy twist-' ing stresses when passing over uneven road surfaces. From the above facts it must also be evident that the load on the wheels on one side of the vehicle is always approximatelyequal to the load on the wheels on the opposite side. This equalization will ensure better traction, and pre-' vent tramping so called. Referring to Figure 2, it will be noted that the axis line M. N. of the spring suspension support of the chassis frame and body is high up, and is designed to pass through the center of gravity of the sprung mass. Consequently when suddenly changing the line of travel .or rounding curves, there are no moments about axis M. N. to cause roll from the effect of centrifugal force. This important advantage is shown graphically in diagram Fig. 16. Here the center of gravity of the masses A and B is at the rolling axis, consequently the mass above the rolling axis is equal to the mass below the rolling axis and the centrifugal force acting on the mass above the rolling axis is cancelled by the same force acting on the mass below the roll- 7 ing axis.

By far the greatest force acting to induce rolling of the chassis of a car on the spring suspension is centrifugal force and already herein it has been shown how this force has been cancelled. There remains to be taken care of, impulses imparted to the frame under one wheel action, out of balance loading and other causes due to some peculiar combination of road, speed etc.

In order to prevent rolling from any cause, two torsional stabilizers 94 and 95 are made use of, one near each end of the vehicle. (Figs. 1, 2, 3 and 4.) This device which is in common use has one great advantage in that it does not oifer any resistance if both road wheels of a pair rise an equal distance at the same time, or the frame falls level toward the road. The only result under either of these actions is that the torsion rods are oscillated in the free bearings on each of their ends, but if one side of the frame rolls down and the other side up, one of the lever arms 96 and 91 is being shoved up and the other pulled down, and this action is resisted by the resistance of the spring steel rod to torsion. Unfortunately the same conditions exist under one whe'el rise that pertains under rolling, and the torsional stabilizers greatly stiffen the resistance to one wheel action, when connected direct to a one piece axle as in common practice.

In the present design a way has been found to get around this difllculty. Figure is a diagram used to illustrate this point. Let it be assumed that the resistance of the spring steel torsion rod (G) to movement at the end (F) of the leverarm fixed to it, is 200 lbs. per inch of travel either up or down. If the wheel at point (A) rises one inch then the half way point (C) on lever arm (A. B.) rises one half inch. If point (C) rises t inch then the half way point (E) on lever C. D.

rises inch, and the resistance to this one wheel from the torsion bar per inch of wheel rise. This ,resistance of 50 lbs. is reduced at the wheel through the compound levers to 12 lbs. If the frame rolls down and carries point B and G with it one inch, then point (C) falls inch and point (E and F) falls V inch. If G. has fallen one inch and F only a quarter inch we still have inch of travel at point (F), thus of 200 is 150 lbs. resistance against one inch of roll. We get under roll the same amount of movement on the opposite end of the torsion rod, only it is pull instead of push, therefore the total resistance of the torsion rod to rolling of the frame is 2x150 result 300 lbs. resistance to each inch of roll. Under roll the innerend of the transverse lever does not rise or fall to any appreciable extent, because it is almost directly underthe rolling axis M. N. in Figs. 1 and 2. The net result of this novel hook up of the torsional stabilizer is, a resistance to one wheel rise of only 12 lbs. per inch, while the resistance to rolling is 300 pounds per inch of roll. At the front end of the car conditions are somewhat different, and therefore a difierent method is employed. In Figure 1, it can be seen that the ball joint at the bottom of link Hill by which it is connected to the axle tube 49 is less than half way between the hinge axis K. L. and the center of wheel 68. 0nv the opposite side of the frame the same condition exists. Let it be assumed that the resistance of the spring steel torsion rod 95 is 100 lbs. per inch of travel of the outer ends of levers 98 and 99. Then if wheel 66 rises one inch the end of lever 98 will be raised inch and the resulting resistance is 100 divided by 2, or 50 pounds resistance from the torsion rod per inch of wheel rise. The resistance to rise at the wheel is reduced by leverage to 25 lbs. If the frame rolls down on one side one inch, the outer end of the arm fixed to the torsion rod on that side of the frame will be, raised one inch, and the resistance will be 1 x100- up for this device the following effects will be,

noted, no resistance under two wheel rise, there- .fore it does not change the spring rate of the car, 25 lbs., resistance to each inch of one wheel rise, at the front and 12 /2 lbs. at the rear and a total of 500 lbs. resistance to each inch of rolling of the frame.

As the car cannot roll there will be no tendency to lift the wheels on the inside when rounding curves, consequently the car will have better traction and will be safer to drive. Because of the fact that the resistance to one wheel rise'is only one fourth the rate of the suspension springs, and the thrust of the stabilizer against the frame is only 50 lbs. to the inch of wheel rise.

and we have a resistance of 500 lbs. to the inch against rolling, no rolling impulse of sufllcient force to induce roll can be picked up from the road. This eliminates the most unpleasant and of a considerably longer rear seat' than is the 'case where the camber of the wheels change, as

in transverse swinging axles or the conventional one piece axle. It will be noted that the employment of two arms 2, 3, and 4, 5, to hold each wheel in place gives a very powerful construction with a minimum of weight, and there is no possibility of out of line wheel travel. The arms 2 and 3 take the drive of the car in a direction almost in line with their longitudinal axis which reduces the strain to a minimum. These arms also take the driving torque and braking torque. The arms 4 and 5 through their outer forked ends have a substantial hold on the wheels to maintain them in a vertical position,. and have a sufficient transverse location to make 'a rigid brace to prevent any change of track width. The bearings which carry the two transverse shafts 25 and 26, which act as a hinge for the arms 2 and 3 and for arms 4 andv 5, are spaced well apart so that the possibility of movement of the wheels in a transverse direction is eliminated and the strains on the parts are reduced to a minimum. This construction is both novel and practical.

At the front end of the carthe parallel linkage provided to link the wheels with the frame, has a short upper link and a long bottom link. This results in maintaining a constant tread width and a relativelysmall change in the camber of the wheel under up and down movement. Figure 6 is a diagram illustrating this point. It

will here be noted that the bottom of the tire follows a straight line in the vertical plane, when itis either raised or lowered from the normal, while the top of the wheel and tire moves slightly inward on both the up and down movement of the wheel. This maintaining of the tread width is important in steering and controlling the car and greatly reduces tire wear. Minimizing the change of camber of the wheels and having any such change take place in opposite direction for each wheel will prevent the setting up of shimmy due to gyroscopic forces.

In the present inventionit is preferable to use rubber or like insulation at-every point of contact between the running gear and frame, and the design lends itself to this desirable end, which will eliminate destructive high frequency vibration and greatly reduce shocks. Where the front and rear running gear is attached to the frame, large area cushioned bushings are employed. Where the spring suspension at both the front and rear end of the car connects to the frame, large area rubber pads orthe like are interposed, and there is no metal to metal contact. The differential case where it attaches to the frame, is also insulated with two cushioned bushings. By employing a, comparatively large area of rubber or similar material at all these points, the weight per square inch of bearing surface is low, and the rubber or like material has enough resiliency left to readily fulfill-its purpose. The design is such that in spite of the rubber softness no side movement is permitted at any of these points.

In Figs. 1 and 2 it is clearly shown that the spring assembly at both the front and rear end of the car are placed at a considerable angle (preferably 30 degrees) to the vertical plane. Referring to the rear spring assembly for example, it is hung at the top on ball and socket joint 40 and at the bottom on ball and socket jointed shackles 38 and 39. The spring assembly therefore is capable of tilting in a fore and aft direction. These shackles 38 and 39 are not in the same vertical plane as ball joint 40 but are several inches farther forward, consequently when the wheels 6 and I rise, the angle of a line drawn through the center of ball joints on 39 and 40 with the vertical plane would increase as 38 and 39 continue to rise. In the present case the increase in angle, when the wheels rise to the top of their stroke amounts to about 15 degrees.

Figures 17 and 18 are simple diagrams to illustrate what this change of angle means. Figure 1''! shows a base to which is pivotally connected at one end, a beam carrying a weight. other end of the beam is supported by a coil spring interposed between it and the base. The spring is placed at a considerable angle to the transverse -vertical plane. If the-beam is depressed to the position shown in Figure 18 withthe spring horizontal, it is evident that the spring cannot raise the'weight, because the force stored in the spring no longer has any vertical component. From this by a simple process of de- Theduction it can be seen that the greater the angle,

the less the vertical component of the force stored in the spring, and consequently theslower the return of the weight to its original position. From elementary mechanics, the resolution of forces we get what is represented graphically in Figure 19. Here a force is acting in a direction 0. A. which force can be resolved into two equal forces acting along lines 0. B. and O. C. at right angles to each other. If the angle A. O. C. is decreased the horizontal component of the force 0.0. is increased and the vertical component of the force 0. B. is decreased. The proportion of changing weight and period of oscillation due to changing angle of the support springs, is shown graphically in Figure 20. A. B. is the unit of time for the reaction of the spring and 1400 pounds I is the load. If the spring is placed so that the line of forceacting through it against the load is at an angle of 31 degrees to the vertical plane, 222 lbs. are added artificially to the load and the unit of time for the reaction of the spring is increased by B. C. When under stroke, the anglev of the line of force acting throiigh the springs is increased to 45 degrees to the vertical plane.

Then 566 lbs. artificial load is added and the time for the return of the spring to normal position is increased by B. D. resulting in a very substantial slowing down of the returnmovement, which in practice means reduced overbounding, afterbounding and pitching,

A coil spring not having any exterior friction is more sensitive and easier started into motion than a leaf spring of the same rate. In the present invention the travel or stroke of the coil spring is restricted within certain limits, on the compression stroke by the coils closing on each other, and it cannot rebound past the normal because it is stoppedby the limit set for travelof' the piston in the shock absorber inside the coil spring. The coil spring being in serieswith the semi-elliptic leaf spring, no unpleasant shocks will result from these restrictions of travel of the coil spring, but the amplitude of travel up and down of the car body will be reduced. The rates of flexibility of the coil and leaf spring differ very greatly, the coil being much. the softer, conse quently they have entirely different periods of oscillation, and as a result it would be impossible to have both springs synchronize with the road undulations at the same time. If the springs of a car get into synchronization with the road undulations the result is unpleasant and dangerous,

so that this feature of the invention is important. The coil being the softer of the two springs will take the largest proportion of the flexure during the first. part of the wheel rise, while the leaf spring which is much stiflerwill take most of the flexure on the last part of the wheel rise. As the angle of, the spring changes more rapidly on the last part of the wheel rise, it will effectively prevent overbounding caused by the leaf spring. The speed of the coil spring is'checked some by the increased angle, but mostly by the hydraulic l0 shock absorber built in combination with its mounting. No additional shock absorbers will be required, and theifree powerful leaf spring will keep the wheels down against the road surface at all times. without interference from a shock absorber, as is the case in conventional practice.

Another distinct advantage of this design is that it permits of a very low hung chassis and body. Only half the amount of clearance between the axles and frame is required as compared to conventional designs. In Fig. 4 the point where the side rails of the frame are over the live axles ii and ii is about half way between the universal joints at the ends of each of these axles, and'if' the wheelscarry the outer joints up six inches, the center point on the axleswould only rise 3 inches. As the differential rises and falls with theframe instead of in relation to it, it is possible to place the seat cushion directly on top of it. Further there is considerable less unsprung weight in this design, as the main body of the springs, and the differential are not'carried on the axles.

The suspension springs have no other function to perform except to support the load and cushion shocks. They are not subjected to torsion, so their action will be smoother. The position of the wheels in relation to the center line of the frame is controlled positively, and they 49 cannot shift momentarily out of line as is possible where the axle is controlled by springs. The annoying phenomena of shimmy and nose shake will be found missing when this type of suspension is employed.

Various detail changes and substitution can be made in the assembly, and still secure good results, and it is equally practical to use one coil spring or a number of them in serieswith 50 the transverse leaf spring. If the loads were very heavy it might be desirable to have a multiple of spring assembly units. If desired conventional hydraulic shock absorbers withthe usual type and'place of mounting could be used.

-What I claim is:

1. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections be-' tween said axles and frame, front and rear transverse springs, pivotal connections between said springs and frame and between said springs and axles, a torsion rod pivotally mounted transversely of the frame adjacent each divided axle and a pair of arms rigid with respect to each torsion rod connecting said torsion rods and running gear.

2. In a vehicle suspension, the combination I with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transversesprings, pivotal connections between said springs and frame and between said springs and axles, a. torsion rod pivotally mounted transversely of the frame adjacent ea'ch divided axle and a pair of arms rigid with respect to each torsion rod connecting said torsion rods and their respective axles.

3. In a vehicle suspension, the combination lever arms rigidly connected to the outer ends of the torsion rods and pivotally connected by intermediate levers to the runninggear.

4. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotalconnections between said axles and frame, front and rear transverse springs, pivotal connections between said springs and frame and between said springs and axles, torque arms for said front and rear axles rigidly connected to said ,axles and pivotally connected to the frame, a torsion rod rotatably mounted transversely of the frame adjacent each divided axle, arms rigidly connected to the outer end of the front torsion rod and pivotally connected to the front divided axle and arms, rigidly connected to the outer ends of the rear torsion rod and pivotally connected to the torque arms of said rear axles. I

5. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transverse springs, pivotal connections' between said springs and frame and between said springs and axles, a pair of torque arms having their forward ends rigidly connected to a respective section of .the front divided axle and pivotally connected at their rear ends to the frame, torque arms for the rear axles comprising an inner pair and an outer pair, all of saidtorque arms being pivotally mounted at their forward ends transversely of the frame, the rear ends of said torque arms being rigidly connected to the rear axle assembly, a torsion rod rotatably mounted transversely of the frame adjacent each divided axle, lever arms rigidly connected to the outer ends of the front torsion rod and pivotally connected to the front divided axle and arms rigidly connected to the outer endsof the rear torsion rod and pivotally connected to torque arms of said rear axles.

6. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transverse springs, pivotal connections between said springs and frame and between said springs and axles, each section of the front divided axle being provided with a torque arm rigidly connected thereto intermediate the inner and outer ends tween the free ends of said links and the frame and pivotal connections between the outer ends of said links and the upper ends of the said vertical member. I

7. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections be- 75,

tween said axles and frame, front and rear transverse springs, pivotal connections between said springs and frame and between said springs and axles, each section of the front divided axle being provided with a torque arm rigidly connected theretointermediate the inner and outer ends thereof, said torque arms having their rear ends pivoted to the frame, stub axles for said divided.

front axle, a vertical member secured to each stub axle, a pivotal connection between the lower end of each vertical member and the outer end of its adjacent divided axle section, a pair of V- shaped links adapted to cooperate with the divided front axle-assembly, pivotal connections between the free ends of said links and the frame and pivotal connections between the outer ends of said links and the upper ends of the said vertical member, the longitudinal axes of the pivots connecting the inner ends of the divided front axle and the inner ends of each of their respective torque arms being in line, and parallel to the longitudinal axes of the pivots for the free inner ends of their respective cooperatv ing V-shaped links.

8. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and 'rear transverse springs, pivotal connections between saidsprings and frame and between said springs and axles, each section'of-the front divided axle being provided with a' torque arm rigidly connected thereto intermediate the inner and outer ends thereof, said torque arms having their rear ends pivoted to the frame, stub axles for-said divided front axle, a vertical member secured to each stub axle, a pivotal connection between the lower end of each vertical member and the outer end of its adjacent divided axle section, a pair of V-shaped' links adapted to cooperate with the divided front axle assembly, pivotal connections between the free ends of said links and the frame and pivotal connections between the outer ends of said links and the upper ends of the said vertical member, the longitudinal axes of the pivots connecting the inner ends of the divided front axle and the inner ends of each of their respective torque arms being in line and parallel to the longitudinal axes of the pivots for 50 the free inner ends of their respective cooperating V-shaped links, and a divided steering mechanism for said front axle assembly.

9. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transverse springs, pivotal connections between said springs and frame and between said springs and axles, a pair of torque arms having their forward ends rigidly connected to a respective section of the front divided axle and pivotally connected at their rear ends to the frame, stub axles for said divided front axle, a vertical member secured to each stub axle, a pivotal connection between the lower end of each vertical member and the outer end of its adjacent divided axle section, a pair of V-shaped links adapted to cooperate with the divided front axle assembly, pivotal connections between the free ends of said links and the frame and pivotal connections between the outer ends of said links and the upper ends of the said vertical member.

10. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and reart-ransverse springs, pivotal connections between said springs and frame and between said springs and axles, a pair of torque arms having their forward ends rigidly connected to a respective section of the front divided axle andpivotally connected at their rear ends to the frame, stub axles for said divided front axle, a vertical member secured to each stub axle, a pivotal connection between the lower end of each vertical member and the outer end of its adjacent divided axle section, a pair of V-shaped links adapted to cooperate with the divided front axle assembly, pivotal connections between the free inner ends of said links and the frame and pivotal connections between the outer ends of said links and the upper ends of the said vertical member, the longitudinal axes of'the pivots connecting the inner ends of the divided front axle and the. inner ends of each of their respective torque arms being in line, and parallel to the longitudinal axes of the pivots for the free ends of their respective cooperating V-shaped links.

11. In a'vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections bev tween said axles and frame, front and rear transverse springs, pivotal connections between the transverse springs and axles, a coil spring member rigidly secured to the intermediate portion of each transverse spring, a pivotal connection between the upper end of the coil spring member and frame, a torsion rod pivotally mounted transversely of the frame adjacent each 'divided axle, and lever connection between the said torsion rods and running gear.

12. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transverse springs, pivotal connections between the transverse springs and axles, a coil spring member rigidly secured to the intermediate portion of each transverse spring, a pivotal connection between the upper end of the coil spring member and frame, a torsion rod pivotally mounted transversely of the frame adjacent said divided axle and lever connection between the said torsion rods and running gear, said springs being mounted on an angle to the vertical.

13. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transverse springs, pivotal connections between the transverse springs and axles, a coil spring member rigidly secured to the intermediate portion versely of the frame, the rear ends of said torque arms being rigidly connected to the rear axle assembly, a torsion rod rotatably mounted transversely of the frame adjacent each divided axle, lever arms rigidly connected to the outer ends of the front torsion rod and pivotally connected to the front divided axle and arms rigidly connected to the outer ends of the rear torsion rod and pivotally connected to torque arms of said rear axles and a divided steering mechanism for said springsuspension.

14. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, pivotal connections between said axles and frame, front and rear transverse springs, pivotal connections between the tra verse springs and axles, a coil spring member rigidly secured to the intermediate portion of each transverse spring, a fluid pressure retarding device associated with each coil spring member, a pivotal connection between'the upper end of the coil spring member and frame, a pair of torque arms having their forward ends rigidly connected to a respective section of the front divided axle and pivotally connected at their rear ends to the frame, torque arms for the rear axles comprising an inner pair and an outer pair, all of said torque arms being pivotally mounted at their forward ends transversely of-the frame, the rear ends of said torque arms being rigidly connected to the rear axle assembly, a torsion rod 'rotatably mounted transversely of the frame adjacent each divided axle, lever arms rigidly connected to the outer ends of the front torsion rod and pivotally connected to the front divided axle and arms rigidly connected to the outer ends of the rear torsion rod and pivotally connected to torque arms of said rear axles and a divided steering mechanism for said spring suspension.

15. In a vehicle suspension, the combination with a frame and running gear, of a front and rear spring assembly including a spring member comprising a coil spring, a base plate and cap piece for'said coil springQa, cylindrical member carried by the base plate within the coil spring andextending upwardly, a cylindrical member carried by the cap piece within the coil spring,

extending downwardly, said cylindrical members adapted to telescope one within the other and to contain a fluid, and restricted means for passing the fluid back and forth from one "cylindrical member to the other to retard the telescoping movement of said members.

16. In a vehicle suspension, the combination with a frame and running gear, of a front and rear spring assembly, each including a leaf spring and a coil spring member, said coil spring member comprising a coil spring, a base plate for rigidly securing said coil spring member to the leaf spring, a cap piece for pivotally securing the coil spring member to the vehicle frame, telescoping cylindrical members carried by the base plate and cap piece within the coil spring, said telescoping members adapted to contain a fluid. restricted means for automatically passing the fluid back and forth from one cylindrical member to the other to retard the action of the coil spring and its associated spring suspension.

17. In a vehicle suspension, the combination with a frame, of a running gear including front and rear divided axles, said axles having pivotal connections arranged so as to maintain a constant tread width underrise and fall of the road wheels, front and rear transverse. springs, flexible connections between said springs and frame,

' and between saidsprings and axles and means to control rolling of said frame on the running gear.

18. In a vehicle suspension, wheel spindles carrying road wheels, arms suitably connected to said spindles and suitably connected at their inner ends to the vehicle frame or body in a manner to permit vertical rise or fall of said wheels without a loss of alignment, front and rear transverse spring elements, said' springs connected to the arms and connected to the frame or body in a manner to permit universal movement and means to limit or control rolling of said body on the running gear.

STEPHEN LEONARD CHAUNCEY COLEMAN. 

